89
Scholars' Mine Scholars' Mine Masters Theses Student Theses and Dissertations 1970 Linear analysis of pneumatic dashpot damping Linear analysis of pneumatic dashpot damping Nathalal Gordhanbhai Patel Follow this and additional works at: https://scholarsmine.mst.edu/masters_theses Part of the Mechanical Engineering Commons Department: Department: Recommended Citation Recommended Citation Patel, Nathalal Gordhanbhai, "Linear analysis of pneumatic dashpot damping" (1970). Masters Theses. 7152. https://scholarsmine.mst.edu/masters_theses/7152 This thesis is brought to you by Scholars' Mine, a service of the Missouri S&T Library and Learning Resources. This work is protected by U. S. Copyright Law. Unauthorized use including reproduction for redistribution requires the permission of the copyright holder. For more information, please contact [email protected].

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Page 1: Linear analysis of pneumatic dashpot damping

Scholars' Mine Scholars' Mine

Masters Theses Student Theses and Dissertations

1970

Linear analysis of pneumatic dashpot damping Linear analysis of pneumatic dashpot damping

Nathalal Gordhanbhai Patel

Follow this and additional works at: https://scholarsmine.mst.edu/masters_theses

Part of the Mechanical Engineering Commons

Department: Department:

Recommended Citation Recommended Citation Patel, Nathalal Gordhanbhai, "Linear analysis of pneumatic dashpot damping" (1970). Masters Theses. 7152. https://scholarsmine.mst.edu/masters_theses/7152

This thesis is brought to you by Scholars' Mine, a service of the Missouri S&T Library and Learning Resources. This work is protected by U. S. Copyright Law. Unauthorized use including reproduction for redistribution requires the permission of the copyright holder. For more information, please contact [email protected].

Page 2: Linear analysis of pneumatic dashpot damping

LINEAR ANALYSIS OF PNEUMATIC

DASHPOT DAMPING

BY

NATHALAL GORDHANBHAI PATEL, 1942 -

A

THESIS

submit t ed to the faculty of

THE UNIVERSITY OF MISSOURI - ROLLA

in partial fulfi llment of the requirements for the

Degree of

MASTER OF SCIENCE IN MECHANICAL ENGINEERING

Rolla, Missouri

1970

Approved by

Page 3: Linear analysis of pneumatic dashpot damping

ABSTRACT

The linear analysis of pneumatic damping with orifice or

capillary restrictions and with or without mean flow is presented.

Temperature and pressure relationships are derived from energy

considerations rather than the usual simplification of an assumed

polytropic coefficient. Analytical results are compared with the

experimental results and a coefficient of heat transfer, Ch, is

defined for calculation of the equivalent linear damping factor Cd.

ii

Page 4: Linear analysis of pneumatic dashpot damping

ACKNOWLEDGEMENTS

The author wishes to extend his sincere thanks and appreciation

to Dr. D. A. Gyorog for the guidance, encouragement and valuable

suggestions throughout the course of this thesis.

The author is thankful to Mr. Dick Smith for his technical

assistance and to Elizabeth Wilkins for her cooperation in typing

the thesis.

lll

Page 5: Linear analysis of pneumatic dashpot damping

iv

TABLE OF CONTENTS

ABSTRACT .... ii

ACKNOWLEDGEMENT lll

LIST OF ILLUSTRATIONS vi

\ LIST OF TABLES . . viii

LIST OF SYMBOLS ix

I. INTRODUCTION 1

II. EXPERIMENTAL PROCEDURE 5

III. LINEAR ANALYSIS .... 10

A. Dead-ended Chamber 13

B. Single Orifice Restriction 17

C. Single Capillary Restriction 26

D. Two Orifices in Series with Mean Flow 29

E. Two Capillaries in Series with Mean Flow 34

IV. DISCUSSION 39

V. CONCLUSION 47

APPENDIX A System dimensions and instrumentation calibration . . . . . . . 48

A.1 Pneumatic dashpot dimensions 48

A.2 Displacement transducer calibration 48

A.3 Pressure transducer coefficients 48

A.4 Oscilloscope trace area measurement 48

A.5 Magnitude ratio and phase angle measurements 50

A.6 Uncertainties in experiments 52

APPENDIX B Derivation of equivalent heat transfer coefficient, Ch . . . . . . . . . . . . 55

Page 6: Linear analysis of pneumatic dashpot damping

Table of contents (continued)

APPENDIX C Experimental results ....

C.l Experimental data reduction

C.2 Time constant calculations .

C.3 Tables and typical test run photographs

BIBLIOGRAPHY

VITA ....

v

Page

60

60

60

63

76

77

Page 7: Linear analysis of pneumatic dashpot damping

Figure

1. Experimental test. instrumentation

vi

LIST OF ILLUSTRATIONS

Mechanical arrangement and 6

2. Illustration of the system model 10

3. The equivalent damping coefficient as a function of frequency 16

4.

5.

6.

7.

8.

9.

Non-dimensional log-log plot of the magnitude ratio

I~: I versus WT . . . . . . . . . . 0

Phase angle cj> versus non-dimensional term WT

cd Non-dimensional log-log plot of ~versus

p 0

single orifice restriction cd

Non-dimensional log-log plot of ~ versus p c

single capillary restriction

Non-dimensional log-log plot of k cd

versus T p 00

two orifices in series with mean flow . .

Non-dimensional log-log plot of k cd

versus T p cc

two capillaries in series with mean flow

. .

0 I ~: l w-r for a

0

w-r for a c

WT for 00

. .

WT for cc

.

. . . 20

. . 21

23

28

. . . . 33

. . . . 38

10. Magnitude ratio, phase angle and equivalent damping coefficient, Cd' as a function of frequency for different values of n . . . . . . . . . . . . . . . . . . . . . . . 41

11. (a) Piston cylinder arrangement (b) Bellows chamber arrangement

12. LVDT calibration curves

13. Formation of elliptical loop and measurements of magnitude

44

49

ratio and phase angle . . . . . . . . . . . . . 51

14. Equivalent heat transfer coefficient, Ch' as a function of frequency w rad/sec . . . . . . . . . . . . . 56

15. Log of equivalent heat transfer coefficient, Ch' versus log of Reynolds Number . . . . . . . . . . . . . . . . 58

Page 8: Linear analysis of pneumatic dashpot damping

Vll

Figure Page

16. Photograph of test run No: 2 of TABLE III 69

17. Photograph of test run No: 8 of TABLE III 69

18. Photograph of test run No: 2 of TABLE IV 70

19. Photograph of test run No: 5 of TABLE IV 70

20. Photograph of test run No: 9 of TABLE IV 71

21. Photograph of test run No: 10 of TABLE IV 71

22. Photograph of test run No: 2 of TABLE v 72

23. Photograph of test run No: 3 of TABLE v 72

24. Photograph of test run No: 5 of TABLE v 73

25. Photograph of test run No: 7 of TABLE v 73

26. Photograph of test run No: 3 of TABLE VI 74

27. Photograph of test run No: 8 of TABLE VI 74

28. Photograph of test run No: 3 of TABLE VII 75

29. Photograph of test run No: 7 of TABLE VII 75

Page 9: Linear analysis of pneumatic dashpot damping

viii

LIST OF TABLES

TABLE

I Test run conditions ..... . 8

II Cornp ari son of calculated values for the adiabatic process assumption . . 40

III Experimental data for dead-ended chamber 64

IV Experimental data for single orifice restriction 65

v Experimental data for single capillary restriction 66

VI Experimental data for two orifices in series with mean through- flow . . . . . . . . . . . . 67

VII Experimental data for two capillaries in series with mean through- flow . . . . . . . . . . . . . 68

Page 10: Linear analysis of pneumatic dashpot damping

A

A s

c p

c v

E

h

K

k p

k

L

LIST OF SYMBOLS

Effective orifice and capillary

restrictions

Cross-sectional area of the bellows

Surface area of the bellows

Constant used in capillary formula

Constant used in capillary formula

Equivalent damping coefficient

Specific heat at constant pressure

Specific heat constant volume

Equivalent heat transfer coefficient

Diameters

Mean diameter of the bellows

Energy

Coefficient of heat transfer

Constant in orifice flow formula

Pneumatic spring rate

Thermal conductivity

Equivalent length of the bellows

. 2 1n

. 2 1n

. 2 1n

in lb-sec

lb-sec in

in-lb

sec0

R

inches

inches

in-lb

lb -.-ln

Btu

inches

ix

Page 11: Linear analysis of pneumatic dashpot damping

L12' T

l'2 3 Lengths of capillary tubes

M20 Mass of air in the bellows chamber

m2 Variation in M20

. M12' M23 Mass flow rate of air

M120' M230 Steady-state mass flow rate

Variations of M12

, M23

n Polytropic process constant

P1

, P2

, P3

Absolute pressures

P10

, P20

, P30

Steady-state pressures

Q Rate of heat trans fer

q Variation of Q

R Gas constant

R e Reynolds number

T1

, T2

, T3

Absolute temperature

T10

, T20

, T30

Steady-state temperatures

t time

U Any variable, or internal energy

V Velocity

inches

lb m

lb m

lb m

sec

lb m

sec

lb m

sec

psi a

psi a

psi a

in-lb sec

in-lb sec

sec

in-lb

in sec

X

Page 12: Linear analysis of pneumatic dashpot damping

w

. w

X

X m

X

y

z

z

y

T

w

Mean volume of the bellows

Steady-state volume of the bellows

Variation of v2

Work

Variation of W

Stroke

Maximum value of X

Variation of X

Any variable

A general function

Variation of Z or height

Specific heat ratio

Time constant

Frequency

Phase angle

. 3 ~n

. 3 ~n

3 ln

in-lb sec

in-lb sec

in

ln

in

in

sec

rad/sec

deg

xi

Page 13: Linear analysis of pneumatic dashpot damping

I. INTRODUCTION

The dissipation of energy by damping devices is required in

many systems to improve their transient behavior. In many fluid

systems the dynamic instability of control valves can lead to large

oscillations, if sufficient damping is not provided. This damping

characteristic can be provided by any mechanism such as viscous

effects, heat transfer effects, etc., which create a phase dis­

placement between the forces and the resulting displacements or

changes in volume. Electrodynamic damping which is employed widely

in instruments is based on the use of a coil capable of movement

within a stationary and uniform magnetic field. Hydraulic dashpots

with linear flow restrictions give rise to viscous damping.

Friction damping is also established when two surfaces slide over

each other without lubrication. A typical example of this coulomb

friction is the laminated spring normally used on vehicles.

Internal structural damping may result when elastic materials such as

metals are subjected to cyclic load reversal. On the stress strain

diagram, the area within the hysteresis loop is proportional to the

amount of energy dissipated. Metalic bars may also exhibit damping

due to thermal effects. If stress and deformation are related to

temperature and hence heat transfer it is seen that damping must

result.

In a dashpot (or bellows), under the action of a harmonic

disturbance, damping is generated by a phase difference between

the instantaneous volume and pressure. This is a direct result of

the amount of air flowing through the restriction and is called

1

Page 14: Linear analysis of pneumatic dashpot damping

pneumatic damping. In a linear system~ liquids and gases generally

display elliptical hysteretic loops of pressure versus displacement,

when any damping mechanism is involved. For example, Fig. 13,

Appendix A-5, the area within the loop formed is a measure of the

cyclic energy dissipated by damping. In general, this type of

damping is non-linear since the force produced may not be a linear

function of velocity. However, for small amplitudes a linear

analysis can be applied with a very close agreement to the actual

damping. This is fortunate since it provides a much more convenient

technique for preliminary design and analysis of pneumatic systems.

The equivalent damping coefficient, Cd, can be defined by equaling

the linear damping per cycle to the actual energy dissipated per

cycle.

2

One important damper, from a practical standpoint, is the air

filled dashpot. Pneumatic damping has been used to improve the

response of instruments such as microphones and linear accelerometers.

Optimum design of pneumatic system damping at any frequency can be

achieved by varying the size and geometry of the flow restriction

and the variable volume chamber. R. L. Reskin [1] assumed in his

analysis of pneumatic damping that mass transfer through a porous

plug used in his experiment was the only significant mechanism for

energy dissipation. The porous plug provides the direct control

over the time lag between the pressure and volume. Darcy's Law of

flow through the porous media was considered to analyze the damping

in the system and it was proved that damping was proportional to the

phase difference. However, for his work the stroke was on the order

Page 15: Linear analysis of pneumatic dashpot damping

3

of ± 0.0005 inches and his analysis assumed that the temperature

remained constant.

R. W. Townsend [2] has analyzed pneumatic damping for a single

orifice restriction. His analytical curve and data agree near the

breakpoint frequency on a log-log plot of non-dimensionalized

quantities of the equivalent damping coefficient versus frequency,

but the low and high frequency asymptotes do not seem to have proper

slopes. Damping effects due to flow through orifices and capillaries

were also analyzed by B. W. Andersen [ 3]. Both investigators assumed

a polytropic relation between pressure and temperature to account for

heat transfer effects in obtaining the equivalent damping coefficient.

The value of n is this polytropic relation of

can be assumed to be 1.0 for isothermal assumption, but for actual

non-reversible processes the value of n can be much greater or less

than 1.

The objective of this investigation is to verify the analytical

result of the equivalent damping coefficient with the experimental

data. An analysis relating continuity, energy and equation of state

relations to the frequency response of the system will be developed.

Cases for orifices and capillaries with mean flow and without mean

flow will be considered. An equivalent damping coefficient, Cd'

will be obtained from the work per cycle, which will be measured.

Equating this factor to the linear analysis result will provide the

equivalent heat transfer coefficient, ~· The calculated results

Page 16: Linear analysis of pneumatic dashpot damping

will be compared to the experimental data and also to Townsend's [2]

experimental results. From the analysis pneumatic damper design

criteria will be suggested.

4

Page 17: Linear analysis of pneumatic dashpot damping

II. EXPERIMENTAL PROCEDURE

A schematic drawing of the experimental apparatus and the

instrumentation are illustrated in Fig. 1. A permanent magnet type

!VIB vibration exciter, Model PM100, was driven by a power amplifier

Model 2250 MB (MB Electronic Company). The sinusoidal voltage input

signal was obtained with a Hewlett-Packard Company oscillator.

Maximum force for the shaker was rated at 100 lbs and the acceleration

was further limited to 100 g.

A Kistler piezoelectric pressure transducer, Model 6011, was

used to measure the changes in pressure between the bellows and

surroundings. The stroke of the shaker table was measured with a

linear variable differential transformer (L.V.D.T.). The amplitude

of the stroke was maintained constant as the frequency was varied

from 2 cps to 10 cps, by varying the power input to the shaker.

The mean bellows length, about which oscillations took place,

was selected as one-half of its allowable deflection in compression.

Therefore the bellows was operated within its elastic range for the

test stroke magnitudes. Three equally spaced springs were installed

around the external circumference of the bellows to prevent the

bellows from expanding for the flow tests since the mean air pressure

within the bellows was greater than atmospheric for these tests.

Bolts were attached to both ends of the springs so that the tension

in the springs could be adjusted to keep mean length of the bellows

constant as the mean pressure was varied.

The L.V.D.T. was calibrated by displacing the core by a known

amount, and observing the output on an oscilloscope. Hence, in later

5

Page 18: Linear analysis of pneumatic dashpot damping

LVDT --Hr-

Support---

Pressure transducer

l r,---------------------~ r '

.-...... J L-

Shaker table

LVDT Amplifier

Charge Amplifier

---H~3 equally spaced springs

Thermo­couple bridge

Horizontal trace

Vertical trace

Os ci 11 os cope

Fig. 1 Experimental Test Mechanical arrangement and

Instrwnentation

6

Page 19: Linear analysis of pneumatic dashpot damping

tests the voltage recorded on the oscilloscope could be converted

into stroke in inches from the calibration graph. The pressure

transducer was operated with a sensitivity of 1 picocoulomb per psi,

and the signal was displayed on the oscilloscope through the charge

amplifier. Since the transducer and charge amplifier gains were

known, the voltage indicated by the oscilloscope could be converted

into pressure units. These values were: pressure transducer - 1

picocoulomb per psi, and charge amplifier - 50 milivolts per

picocoulomb.

With the bellows compressed to its mean length, about which

oscillations took place, the volume of the bellows was measured by

measuring the quantity of water required to fill the bellows.

Plugging all instrumentation holes except one, the bellows was then

compressed for a known stroke and the measured quantity of water

displaced gave the change in volume for a given stroke.

The areas of the pressure versus displacement plots were

measured with a planimeter. These areas were converted into units

of energy by multiplying by the appropriate calibration constants.

Measurements and calculations for determining the work per cycle

are discussed in Appendix A.

All test run conditions are tabulated in Table I. One orifice

diameter of 0.025 inch was chosen to compare with the data obtained

by T. R. Townsend, and another set of test runs with an orifice of

0.0995 inches diameter was conducted to provide a smaller time

constant so that the results would encompass a larger range of WT

on the non-dimensional plots. Capillary diameters of 0.026 inches

7

Page 20: Linear analysis of pneumatic dashpot damping

TABLE I TEST RUN CONDITIONS ---··---

Type Restriction Frequency Stroke Mean 1 Range inches Pressure

cps psi a

Plugged Dead-ended 1. 4 - 15 .07, . 1, .15 14.7 orifice

Single .025 in 1. 3 - 14 .0525, .07, .1 14.7 orifice .0995 in

.026 in Single .e, 23=2.6 in

1. 2 - 10 .0525, .07, . 1 14.7 capillary .e,23

=3.9 in

Two d12 =.023 in

I

1. 2 - 10 .045, .06, .085 19.6 '

orifices d23=.025 in I

I

d12

=d23=.026 in Two 1.22 - 10 .045, .06, .085 18.6 I

capi 11 aries .e,

23=5.2 in

9-12

=6.5 in I

I ~- ~--

00

Page 21: Linear analysis of pneumatic dashpot damping

9

were nearly equal to these for the orifices, but the lengths were

selected for practical conditions and to provide a range of time

constants. The ~/d values for the capillaries were: 100, 150,

and 200.

For each test run the pressure versus displacement trace on

the oscilloscope was photographed and the area determined with a

planimeter, as described in Appendix A. From the area the energy

dissipated per cycle and hence the equivalent linear damping coef-

ficient was calculated, other test data such as frequency, mean

pressure, and supply pressure were also recorded, and are listed in

Appendix C.

The uncertainty in the dissipated energy, E, is due to variations

in area measurement, and stroke and pressure calibration constants.

This uncertainty in E is about 2.6 percent. Deviation in the

equivalent damping coefficient, Cd, is obtained by expanding the

function cd

and details

E - ---2- and is approximately 2.72 percent. Calculations

TIWX

of uncertainties in experiments are discussed in

Appendix A-6.

Page 22: Linear analysis of pneumatic dashpot damping

l 0

III. LINEAR ANALYSIS

I 'X cross-sectional area A v = A 2 X

Fig. 2 Illustration of the System Model

The model for the pneumatic damping chamber is illustrated in

Fig. 3. An expression for the equivalent linear damping coefficient

can be formulated from the equation of state for an ideal gas,

(1)

the continuity or mass balance equation,

(2)

and the energy equation,

. Q ( 3)

The energy per unit mass of the flowing stream is defined as

These equations can be linearized for small variations in the system

parameters about mean or steady-state values. The linearization is

accomplished by expanding the functions in a Taylor's series

approximation and neglecting all but the first order terms.

Page 23: Linear analysis of pneumatic dashpot damping

For example,

P P (M, V, T)

so,

since

P P (M , V , T ) 0 0 0 0

the linear variation in P is,

RT p =- m v

MRT --- v +

v2 MRt v

In the same way the mass flow rate is, in general, a function such

as

. M12 = Ml2(Pl,P2,A12'Tl)

Hence, the linearized expression lS

oM12 oM12 oM12 oM12 tl m12 = oP

1 pl + ~ Pz + oA

12 a12 +

oT1

0 0 0 0

With the assumption of an ideal gas,

Further, it will be assumed that the heat trans fer rate is propor-

tional to the temperature difference T3

- T2

. The proportionality

factor, called Ch' is an equivalent heat transfer coefficient which

is defined as a function of the system variables (see Appendix B).

Thus,

11

( 4)

(5)

(6)

Page 24: Linear analysis of pneumatic dashpot damping

or

Since T3 is constant the linear variation in Q is

The rate of energy transferred 1n the form of work is

W = p A dX 2 dt

Therefore the linearized function (assuming the mean velocity, dX dto' is zero) will be

~ = P A dx 2 dt

12

( 7)

( 8)

(9)

Introducing the time derivative operator D = ~t and with the previous

linear approximations equations (1), (2), and (3) are linearized as

equations (9), (10), and (11).

( 10)

. -Cht2 - p20ADx = CpT20M23 + CpM230t2

(11)

An equivalent linear damping coefficient can be derived by

defining a linear force representation for Eq. (8).

(12)

Hence,

If X is a sinusoidal function such as X = X Sinwt, integration for m

a complete cycle gives

Page 25: Linear analysis of pneumatic dashpot damping

or

I2Tr/w .

Wdt = E 0

E --2 Trw X

m

In the steady-state the chamber pressure will approximate a

13

(13)

sinusoidal function with a phase delay relative to the displacement,

Integration of Eq. (8) for one cycle with this function for P2

results in

E = TrAP 2 X sin¢ mm

which can be combined with Eq. (13) to give

(13a)

Thus, the equivalent linear damping coefficient can be determined

as a function of frequency, magnitude ratio, and phase angle for

the linearized analysis.

A. Dead-Ended Chamber.

If the inlet and outlet flow restrictions shown in Fig. 2 are

closed, Eq. (4) and Eq. ( 11) reduce to

M2RT2 M2R

P2 - -v2

v2 + v- t2 2

2

( 4a)

( 11a)

Page 26: Linear analysis of pneumatic dashpot damping

* After Eq. (11a) is transformed and rearranged

AP20sX(s) - -

~ + M20Cvs

combining this function for T2 (s) with the transformed Eq. (4a) gives

the transfer function

(15)

where

(15a)

and the change in volume is related to X by v2 = Ax.

For isothermal conditions t = 0 and Eq. (4a) reduces to 2

p 2 (s)

X(s) =

This result can also be obtained from Eq. (15) by letting Ch = oo.

As another special case consider an adiabatic process where . Q = 0. Then,

This result can also be obtained from Eq. (15) by letting ~ = 0. p 2 (s)

Substituting X(s) from Eq. (15) into Eq. (13a) and letting

s = jw, the equivalent damping coefficient is

*

(16)

(17)

14

Throughout the text the Laplace transformed time variable denoted by lower case symbols such asp, t, etc., will be denoted by capital symbols such as P(s), T(s), etc.

Page 27: Linear analysis of pneumatic dashpot damping

15

2 A p20A v1 +

cd (T1w)

sincj> = w v2o

vl +

( 18)

(T2

w) 2

where ¢ 0 -1 -1 -180 + tan T1W tan T2W and

T W - T2w sin¢ = 1

v1 + 2

-vl + 2 (T 1 w) (T2w)

Thus,

(18a)

In the particular case of a dead-ended chamber the reaction of

the air inside the bellows during compression and expansion is

similar to that of a mechanical spring and is sometimes referred to

in terms of the pneumatic spring constant,

k = p

(19)

The damping obtained in this case is a result of the heat transfer

between the air inside the bellows and the bellows' walls. The

defined heat transfer coefficient, Ch' is related to the damping

coefficient cd through T2 in Eq. (18a).

From Fig. 3, the graph of Cd versus frequency, it is observed

that cd is approximately a function of 1/w.

Since the heat transfer is primarily a function of the flow

it was assumed that the calculated values of Ch could be correlated

as a function of an equivalent bellows chamber Reynold's number.

This analysis is outlined in detail in Appendix C. For the

Page 28: Linear analysis of pneumatic dashpot damping

~ •ri ........... u Q)

U1 I

.D ,....,

+-> ~ Q)

·ri u

•ri 4-< 4-< Q) 0 u 01)

~ ·ri

g-(1j

'"0

+-> ~ Q)

....... (1j

> ·ri

;:::l cr'

U.l

0

. 35

. 3

.25

. 2

. 15

. 1

.OS

0 20 40 60 80 Frequency rad/sec

Fig. 3 The equivalent damping coefficient as a fl.IDction of frequency

16

100

Page 29: Linear analysis of pneumatic dashpot damping

operating range of 10 to 70 rad/sec, the analysis showed that ~

for this experiment and also for Townsend's [2] experiments could

be described extremely well by the function,

where

R = e

17

(20)

It was observed that the value of Cd was not a strong function of Ch.

B. Single Orifice Restriction.

With the inlet area A12set equal to zero in Fig. 2, and for a

small pressure difference, the weight flow formula for A23 is

(21)

Let P2 = P2m + p 2 where p 2 = ~pm sin wt, and P2m = P3 in the steady

state. Integrating the mass flow rate from 0 to TT/2w gives an

expression for the total mass change in one quarter cycle.

(sinwt) l/2 d(wt) (21a)

= 1.19 8

Eq. (21) can be linearized for small variations 1n P2 as

(2lb)

Page 30: Linear analysis of pneumatic dashpot damping

where CA is a constant. Comparing Eq. (21a) and Eq. (21b),

CA = 1.198. The time derivative of Eq. (4) yields

Dm2 " M:zo {

combining Eq. (21b) and Eq. (4b).

1. 198 -v 2gP 3

~ A23 P2 Dt2

M20 v;:p = T2

Equation (11) is reduced to

and the transform of Eq. (llb) becomes

Substituting this into Eq. (22) gives

v llPm T --

0 p2

s + v llPm

T --0 p2

where

L x

0

( s. 'oV ::m ~0 52]

T = 0

v2 -v;;_ 1.198 lf 2gRT2 A23 L

To make Eq. (23) non-dimensional assume

X n = L

18

(4b)

(22)

(llb)

(23)

Page 31: Linear analysis of pneumatic dashpot damping

Also in the steady-state,

where

0 = 0 sin(wt + ~) and n 0

t-P m

0 = and or;-Eq. (23) is thus reduced to

19

n0

sinwt

yRM2

(y-1) ( "'\ ro;- RM2 ) 2l T0 V ~ (y- 1) s J (23a)

From this transfer function the magnitude ratio is obtained from the

equation,

[ I WToCh )2 ToRM2 2] 2

+ w 4 ( l ( ~: ) (y-1)

0 3/2

[ c~ ( yRM2

w)2 J + ( 2 Ch T 0

RM2 ) ( ) +

0 0 0

+ ( y-1) no no

[ 2 ( yRM2 To l 2

w4] (24) {~Tow} + (y-1) = 0

The solution of Eq. (24) is presented graphically in Fig. 4. In

addition to the magnitude ratio the phase angles are calculated

from Eq. (23a) and illustrated in Fig. 5. Therefore, the equivalent

damping coefficient, Cd, can now be calculated from Eq. (13a) as

(13b)

Page 32: Linear analysis of pneumatic dashpot damping

10

Ojo b !="

(!.)

~ 0 !--<

.j-.l U)

0 .j-.l

C) 1 !--< ;:i U) U) (!.)

!--< 0.,

4-1 0

0 ·ri .j-.l ro !--<

(!.)

'"c:l ;:i

.j-.l

•ri

~ ro s

'"c:l (!.)

. 1 N •ri ....... ro ~ 0

·ri U)

~ C)

s •ri '"c:l

I ~ 0 z

.01 . 1

Eqn (2 3a)

Cb = 1

Cb =

ch =

1

WT 0

Eqn (25c)

Cb = ro Eqn (25 a)

Fig. 4 Non-dimensional log-log plot of the magnitude

ratio I~: I versus wT0

20

10

Page 33: Linear analysis of pneumatic dashpot damping

-90

-100

-120

-&

-140

-160

-180 . 1

Eqn (23a)

= 1.0

::: 10.

= 20

Eqn (25c) Ch = 0

1 10

WTO ~~0~ 0

Fig. 5 Phase angle ¢ versus non-dimensional term wT0

~~0 ~ 0

N ;....->

Page 34: Linear analysis of pneumatic dashpot damping

The heat transfer effects were predicted from Eq. (20). For

each value of w the value of Ch was determined and with the solution

of Figs. 4 and 5, the damping coefficient Cd was found. These can

be non-dimensionalized by Cd/k T where k is defined in Eq. (19) p 0 p

and T in Eq. (23). The calculated and experimentally derived 0

function of Cd/k T versus wT are illustrated in Fig. 6. It is p 0 0

observed that the inclusion of the heat transfer effect allows an

accurate prediction of the damping coefficient.

For the special case of an isothermal process, t 2 = 0, and

Eq. (22), after introducing the non-dimensional quantities, becomes,

22

a (s) = n

(25)

This result is also obtained from Eq. (23a) by letting Ch = oo. Thus

for the steady-state the magnitude ratio for an isothermal system is

I ~ o I = -v...!,__l_+ _4_( w_T_o_)-::4=--__ 1

o 2(wT )2

0

and the phase angle is

sin<t> = 1 (25a)

V 1 +(~wTJ The equivalent damping coefficient can then be obtained from Eq.

( 13b).

As a second special case, for an adiabatic process, Q = 0 and

Page 35: Linear analysis of pneumatic dashpot damping

1.

.1

.01

.001 .1

Fig. 6

Eqn (25a)

Eqn

1 WT

0

X Townsend's Data

a Present Data

(23a)

10

Non-dimensional log-log plot of Cd/k T versus wT p 0 0

for a single orifice restriction

23

100

Page 36: Linear analysis of pneumatic dashpot damping

24

Eq. (llb) is reduced to

After introducing the non-dimensional variables into Eq. (22), the

transfer function of Eq. (25b) is obtained.

a (s) n (2Sb)

This result could also be obtained from Eq. (23a) by letting Ch 0.

Therefore the magnitude ratio for the adiabatic system is

1~:1 and the phase angle is

sin¢ =

4 2 4(wT ) y 0

2 2 (wT )

0

1

2 - y

(2Sc)

so that the equivalent damping coefficient Cd' can be obtained from

Eq. (13b).

For lower frequencies it may be assumed that the process would

approach the isothermal case and for higher frequencies it would

tend towards an adiabatic process. However, the experimental data

indicate a larger value of Cd than predicted by the adiabatic

equation at higher frequencies. This is a result of the heat

transfer between the walls of the bellows and air. It is noted that

Page 37: Linear analysis of pneumatic dashpot damping

good agreement was achieved between the experimentally measured

damping coefficient and those calculated using the equivalent heat

transfer coefficient. For low frequencies (Fig. 4) the non-

dimensionalized magnitude ratio of pressure to stroke considering

the heat transfer coefficient converge with those of the isothermal

and adiabatic processes. While for higher frequencies (above

wT0 = 30) the curves for various Ch become asymtotic to that of the

adiabatic process.

The phase lag varies from -90° at low frequencies to -180° at

25

high frequencies as shown in Fig. 5. Ch has a greater effect on the

phase relationship than on the magnitude ratio at the higher frequen-

cies. It could be assumed that the isothermal assumption for

w < 0.4/T is valid, however, for the range of experimental data the 0

adiabatic assumption to wT of 30 is not correct. At very large 0

values of wT0

the phase angle for all ~ tends to -180° so that the

adiabatic assumption would be realized. Since the equivalent damping

coefficient is dependent on the magnitude of stroke and the frequency,

a damper would have its greatest effect if operated near the break

point frequency, w = 1/T (Fig. 6). 0

The equivalent heat transfer coefficient, ~' used in this single

orifice analysis was derived from the dead-ended chamber tests, or

Eq. (20). In general, Ch may be some function of the size of the

restriction and the bellows' geometry since the heat transfer is a

strong function of the flow phenomenon. However, for small restric-

tions the values of ~ calculated for dead-ended chamber appear to

give a good estimate of the heat transfer. It is obvious as the

Page 38: Linear analysis of pneumatic dashpot damping

26

orifice size (restriction size) is increased, the pressure difference

and the phase lag would become negligible and hence, the damping and

Ch would be reduced. Fortunately, for practical cases the dead-ended

chamber provides a good estimate of the heat transfer. Also, the

value of Cd is not a strong function of~ as noted on p. 17.

C. Single Capillary Restriction.

For this series of tests the inlet restriction in Fig. 2, denoted

as A12

, was closed. A capillary tube with diameter d 2 3 and length Q,

2 3

was installed in place of the outlet orifice restriction A23 . The

flow rate for a capillary, assuming a fully developed laminar flow is

given by

*

(26)

where

~2 = ~0 c ) ( T )3/2

: c~ 5 ~9 ~ 0 = 2.58 x 10-9 lb-sec/in2 is the viscosity of a1r at 519 °R.

c1

205 °R and c2

= 0.001433 in/lb-sec. Linearizing Eq. (26) and

neglecting variations in ~.

(26a)

where

*Reference 2 p. 44

Page 39: Linear analysis of pneumatic dashpot damping

Combining Eq. (4b) and (26a),

The transform of Eq. (llb) gives

and in combination with the transform of Eq. (27) the transfer

function relating pressure and displacement becomes

P2 (s) - -X(s)

[ where

p20 h c y [ C T --s +

-L- RM20 (y-1)

ch ch y --+

RM20 + I RM20 ( y-1)

T = c

TCS2]

;c I T S + c

T 5 2] c

( y-1)

27

(2 7)

(2 8)

For the limiting isothermal condition, t 2 = 0, and the transform

of Eq. (2 7) reduces to

= (29)

This result is also obtained from Eq. (28) by letting Ch = 00

. In the opposite extreme, the adiabatic condition, Q = 0 and the

transform of Eq. (llb) is

Combining this Eq. and Eq. (27)

Page 40: Linear analysis of pneumatic dashpot damping

1.

. 1

. 01

Fig. 7

Eqn (30)

WT c

'e ' \ Eqn (28) ,/

\

\~ ~

\

\

Non-dimensional log-log plot of Cd/k T versus wT p c c for a single capillary restriction

28

Page 41: Linear analysis of pneumatic dashpot damping

29

p20 ""L (TCS)

T S (30)

(1 + ~) y

which can also be obtained from Eq. (28) by letting Cb = 0.

From Eqs. (2 8), (29) and ( 30) I :zml and sin¢ can be obtained m

as functions of frequency. The equivalent damping coefficient Cd

can then be calculated from Eq. (13a).

Using the equivalent heat transfer coefficient, as obtained

from Eq. (20), the calculated curve for damping coefficient agrees

closely with the experimental data (Fig. 7). At low frequencies

(w < _!) the damping coefficient is constant and is equal to k T Tc p c

At these low frequencies the process could be assumed to be isother-

mal. From Fig. 7 it is apparent that for higher frequencies

(3 < wT < 40) the damping coefficient can be much more accurately c

calculated by considering the equivalent heat transfer coefficient.

D. Two Orifices in Series with Mean Flow.

With reference to Fig. 2, A12 is the inlet orifice area and

A23

is the outlet orifice area. The expression for mass flow rate

through the inlet orifice is given by

*

where N12 factor is defined as

*Reference [3~, p 20. Values o~ N12 , K12 , K23 for different pressure rat1os are tabulated 1n appenu1x.

(31)

Page 42: Linear analysis of pneumatic dashpot damping

30

[

(P /P ) 2/y- (P /P )(y+l)/yj~ 2 1 2 1 =

y - 1 2 (y+1)/(y-1

y y + 1

and factor K is given by

K = [ ( y:l) (y+l)/(y-1)] ~

yg R

For air K = 0.5318 -v-o;.; sec .

Eq. (31) is linearized and is

. [ pl p2 1 tl ] m12 = M120 (1 + K12) -- ·K -- 2 Tl p2 23 p2

where

K = (y-1)/y 1 12- (P /P )(y-1)/y- 1 y

1 2

Combining the linearized flow equation with Eq. (4b) yields,

M20 (

Dp2 Dv2 Dt 2 l . ( - (1 + K12 + K23) ~~) -- + V20 - T20 = M230 p2 +

p20 p20 2 T2

. (32)

M120 = M230 in steady state

Substituting the expression for linear mass flow rate into Eq. (11)

gives

T 10 l P2 (l+K23

) + -- K ---T20 12 p20

• yR V20 AP20 + M230 2(y-1) t2 + (y-1) Dp2 + (y-1) Dx (1lc)

and the transform of Eq. (llc) is

Page 43: Linear analysis of pneumatic dashpot damping

v20

sP2

(s)

+ (y-1)

[ S. + M23o

AP20

sX(s) + -"7""( y---=1...,.-)-

yR J 2(y-1)

J

Combining the above equation with Eq. (32)~

where

T = 00

1

...,....-!y~ 52] (y-1)

For the special case of isothermal conditions, t 2 = 0 and

Eq. (32) is reduced to

and the transfer function is

p20

L ( T S)

00

(1+T s) 00

This result is also obtained from Eq. (33) by letting Ch = oo.

For the other special case of an adiabatic process, Q = 0 and

Ch = 0 in Eq. (11c). Then combining it with Eq. (32)~

31

(33)

(32a)

(34)

Page 44: Linear analysis of pneumatic dashpot damping

32

2 2] T S 00

(35)

This result can also be obtained from Eq. (33) by letting Ch = 0.

For this case with a mean flow of air in one direction, the

value of the heat transfer coefficient Ch must include the effect of

the constant flow as well as the sinusoidal imposed flow. Ch in

this case can be estimated from Eq. (B-4) (Appendix B).

~ = 1. 2 2 5 x 10- 5 Lk [ ( R e) 0 . 8 7 5 + 2 R (Ref) 0 . 8 7 5 ] (B-4)

where

and M23 is the steady state flow rate through the outlet restriction.

This analysis is outlined in detail in Appendix B.

The procedure for calculating cd is identical to that followed

for the single orifice and single capillary cases. In brief, the

magnitude ratio and phase angle as a function of frequency are

calculated from Eq. (33). The particular Ch value having been

derived from Eq. (B-4). The value of Cd is obtained from Eq. (13a).

The limiting conditions of adiabatic and isothermal processes are

realized by setting Ch = 0 and ~ = oo respectively. These values for

Cd are non-dimensionalized by dividing by the product k T and graphed p 00

versus WT in Fig. 8. The improved prediction with the addition 00

of the heat transfer coefficient is shown by the close agreement

of the experimental and calculated values. At wT of 70, for 00

example, the assumption of an adiabatic process would be in error

Page 45: Linear analysis of pneumatic dashpot damping

'"d u

1.0

. 1

(\

' ' ' \ \ Eq. (33) ~ -o,/ 0

' t---?01 p..,

~ ~

\ \ ~

~

'\ .001 '

.0001 ~--~---L-L~~~~----~-L~-L~~U-----~-L~-L~~ . 1

Fig. 8

1 WT

00

10

cd

Non-dimensional log-log plot of versus wT k T 00

p 00

for two orifices in series with mean flow

100

33

Page 46: Linear analysis of pneumatic dashpot damping

34

by a factor of 77 percent in predicting cd.

E. Two Capillaries in Series with Mean Flow.

In Fig. 2 both restrictions are capillary tubes. Flow rate

through the outlet capillary is given by Eq. (26). Linearizing the

weight flow formula, Eq. (10) is

(36)

where the partial derivatives are

(36a)

(36b)

3 1 -+ 2 1 + T l/C

1

(36c)

Neglecting variations in p1

, p3

, and t 1 and combining equations

( 36) and ( 4b)

( 37)

The transform of Eq. (37) is

Page 47: Linear analysis of pneumatic dashpot damping

For capillaries with mean

-Cht2 - P2ADx

flow, Eq. (11) reduces to .

oM23 ) CpT20 ( oM23

= ~p2 + ~t2 2 2

c v

+ R v20Dp2

and the transform of Eq. (lld) is solved for T2 (s)

-'-. [ C + C M• + C T 0

M2 3 ] h p 23 p 20 oT2

combining this equation with Eq. (37a)

P 2 (s)

X(s) =

2 P ( y-1) A" T )

L20 [ ( YTcc + ch RM20 cc s

2 2 ] + ( yA"T ) S .;-cc

[ Y + _c_h_C_Y_-_l_)_A_"_'_cc+

RM20

2

I ~ (y-l)A11 T cc +

RM20

+ YT cc!'-" + B'.'T cc) s +

y(l-B")T cc

35

(37a)

(lld)

(38)

Page 48: Linear analysis of pneumatic dashpot damping

where

and

and

T cc =

A"

2 2P20 2 2

pl0-P20

2 2P 20.

for simplification,

Considering the extreme case of isothermal process, t 2 = 0 in

Eq. (37) and taking the transform of that equation

=

p20 -

1 (T s) cc

(1 + T s) cc

This result can also be obtained from Eq. (38) by letting Ch = oo

For the other extreme case of an adiabatic process, Q = 0 and

ch = 0 in Eq. (lld). Combining that equation and Eq. (37a)

p 2 (s) Pzo [ yA"T s2 ] [ y + X(s)

- -- YT s • L cc cc

( T y(A"+l-B") + B" ) 2 2] s + A"T s cc cc

This result can also be obtained from Eq. (38) by letting Ch = 0.

As mentioned on p. 32 for one case of two orifices with mean

flow,~ with mean flow can be estimated from Eq. (B-4), where

23 . Ref = ~ and M

23 will be the steady state mass flow rate through

m outlet capillary.

36

( 39)

c 40)

the

Page 49: Linear analysis of pneumatic dashpot damping

37

After substituting the value of Ch for a corresponding frequency

ln Eq. (38) the magnitude ratio of pressure to stroke and the phase

angle can be calculated. With these values Cd is then obtained from

Eq. (13a). Similarly, from Eqs. (39) and (40), Cd is calculated for

the extreme cases from Eq. (13a). Non-dimensionalized quantities of

Cd/K T versus WT obtained experimentally and calculated are p cc cc

illustrated in Fig. 9.

At lower frequencies (wT < 1) the damping coefficient becomes cc

constant and the process could be assumed to be isothermal. The

plot (Fig. 9) is very similar to the multiple orifice case (Fig. 8)

with the exception of the magnitude (and definition) of T . Again cc

at the higher frequencies (wT > 5) the error in calculating Cd by cc

the adiabatic assumption becomes larger up to the experimental range

of the frequencies.

Page 50: Linear analysis of pneumatic dashpot damping

1.

. 1

.01

.001 . 1

Eq. (39)

Eq. (40)

WT cc

Fig. 9 Non-dimensional log-log plot of Cd/k T versus wT for two

p cc cc

(38)

'

capillaries in series with mean flow

38

\ \

\

Page 51: Linear analysis of pneumatic dashpot damping

39

IV DISCUSSION

If the polytropic constant n is considered for relating pressure

n-1 T and temperature (t = -n- p p), the transfer function for two orifices

with mean flow will be

where

P 2 (s)

X(s)

T = 00

=

p20 -L- T s

00

T 00

+ -- s n

with n = 1.0, the isothermal condition, Eq. (41) reduces to

p20

( 41)

= -L- T s

00

(1 +T S) ( 41a) 00

which is identical to Eq. (34). The same considerations for the

limiting case of an adiabatic process (n = y) or ~ = 0, results in

the magnitude ratio, phase angle, and damping coefficient, calculated

from Eqs. (35) and (41). The values of Cd are tabulated in TABLE II,

for comparison of the two methods. Although the equations do not

compare exactly for the adiabatic case the results in TABLE II show

that the difference in calculating Cd from Eqs. (35) or (41) becomes

negligible for larger WT . Magnitude ratio of pressure to stroke, 00

phase angle and the equivalent damping coefficient, Cd, as a function

of frequency for different values of n could be observed in Fig. 10.

The physical interpretation of n, as applies for polytropic processes

in thermodynamic considerations, does not have the same meaning for

Page 52: Linear analysis of pneumatic dashpot damping

WT 00

rad/sec

.16

.8

1.6

8.0

16.

32.

80.

pzlx

TABLE II COMPARISON OF CALCULATED VALUES FOR THE ADIABATIC PROCESS ASSUMPTION

From Eq . ( 35) From Eq. (41)

<P cd pzlx <P

1.031 -97.4 51.08 1.088 -96.8

4.41 -119.4 38.37 4.47 -120.8

6.76 -137.82 22.67 7.04 -139.91

9.05 -170.65 1.56 9.08 -170.46

9.15 -175.8 0.415 9.19 -175.

9.2 -178.4 0.105 9.2 -177.6

9.2 -178.96 0.016 9.2 -179.04

cd

53.3

40.2

22.76

1.5

0. 391

0.097

0.0156

~ 0

Page 53: Linear analysis of pneumatic dashpot damping

.._, 60 ~

C!)

•rl u

•rl 40 4-1 4-1

C!) 2.5 .._, 0 ~ u 20 C!) n = 1.0

- bJ) ro ~ >·rl ·rl p.. 0

30 g.~ P-l"U

.1 10 Frequency rad/sec

Fig. 10 Magnitude ratio, phase angle and equivalent damping coefficient, Cd' as

a function of frequency for different values of n

41

so

Page 54: Linear analysis of pneumatic dashpot damping

42

the processes considered in the present analysis. A much better

prediction and clearer understanding of the physics of the present

processes can be obtained with the consideration of the heat transfer

through Ch. Furthermore, on page 17, it was shown that the value of

Cd is not strongly influenced by ~ whereas it is a strong function

of n. Therefore the estimation of the exact value for ~ is not as

critical as the assumption of the correct values for n.

For low frequencies, an isothermal process could be assumed up

to WT = 0.7 for a single capillary restriction. At non-dimensional c

frequencies (wT) greater than 70 an adiabatic process with Q = 0

could be assumed. The range for assuming isothermal process for

the mean through-flow cases with two orifices and two capillaries

in series would be wT < 1.6 and wT < 1 respectively. The adiabatic 00 cc

assumption for two orifices could be assumed for wT > 110 and for 00

two capillaries it would be wT > 40. At the intermediate frequencies cc

(10 to 70 rad/sec) which are the most practical for pneumatics, the

heat transfer coefficient should be estimated for accurate predictions.

As illustrated in Figs. 6, 7, 8, and 9, the assumption of Q = 0

provides a conservative estimate for Cd.

In Fig. 6, the damping coefficient for the single orifice is a

1 maximum at w = - and

T

. f 1 1s less or w > -­T

0

1 Thus the value or w <

0

of T for the orifice 0

should be selected

maximum damping at a frequency of 1

w =­T

T 0

to obtain the desired

On the other hand a

0 1 damping coefficient for w < capillary (Fig. 7) has a constant T

. 1 and has about one-half the max1mum Cd at w = ;-

c Therefore a

c

capillary would give much greater damping than an orifice for low

Page 55: Linear analysis of pneumatic dashpot damping

frequencies. At frequencies greater than ! the damping coefficient T

for either orifices or capillaries in series decrease approximately

as the square of the frequency.

The results presented in chapter III can be used to estimate

Cd in the design of pneumatic damping chambers. Suggested calcu­

lated steps for determining Cd are: 1. For the cases of a single

orifice or a single capillary with no mean flow, the value of Ch is

estimated from Eq. (20). With mean flow Ch is estimated from

Eq. (B-4) where M23

is the steady-state flow through the outlet

43

restriction. 2. From the system dimensions and design specifications

the time constant T can be found from Eqs. (23), (28), (33), or (38).

3. Magnitude ratio of pressure to stroke and phase angle can be

calculated from the transfer functions. These are Eq. (23a) for a

single orifice, Eq. (28) for a single capillary, Eq. (33) for two

orifices in series with the mean through-flow and Eq. (38) for two

capillaries in series with mean through-flow. 4. The equivalent

damping coefficient Cd is then obtained from Eq. (13a).

As an example of the application of the result reported herein,

the case of a pneumatic dashpot as shown in Fig. 11 is considered.

Suppose it is desired to have c = 0.2 for the example. The equation

of motion with damping coefficient Cd will be

= -{!5!_ W/g

= ""'\ /31.6 X 386 v 25

= 22.05 rad/sec

Page 56: Linear analysis of pneumatic dashpot damping

orifice-

w = 25 lbs

D 2 inches m

L 4 inches

p2 = 14.7 psi a

k = 20 lb/in

A = 3.141 sq

v2 = 12.55 cu

w

k 1 L

orifice~ l (a) (b)

Fig. 11 (a) Piston cylinder arrangement (b) Bellows chamber arrangement

in

in

P A2 k = 2 = 11.6 lb/in

p --v;-T2 = 532° R

44

Page 57: Linear analysis of pneumatic dashpot damping

Maximwn stroke X = 0.2 inches.

ch

R e

f.!m at 532°R =

k =

Therefore

R = e

ch =

=

The damping coefficient

cd =

c = d

Solving forT from Eq. (23a), 0

=

To obtain heat

P2D X w mm T2f.!m

2.625 10-9 lb X

sq

0. 0149 7

92.5 X 10 6

1. 225 X 10-5 kL

6.94

2?;;mw = n 0.5 72

1::1 p2 . A L s1n¢ w

n

T 0. 0815 0

transfer coefficient

sec in

(R ) . 875 e

T = 0

------~v=2==~---~ 1.198 V 2gRT2 A23

Therefore, A23 = .001781 sq. in. and diameter of the square edged

orifice is d23 = 0.0525 inches.

For designing a capillary for the same conditions,

45

Page 58: Linear analysis of pneumatic dashpot damping

46

From Eq. (28),

T = 0. 2595 c

V2L23 T =

c 4 )JOTO

2P 2

RT 2c

2 (10d

23)

ll2T2

llo To 0.946

ll2 T 2 =

Therefore,

L23 2 79.5

4 ( 10d2 3)

For L23 = 2 inches, d23 = 0.0343 inches.

Page 59: Linear analysis of pneumatic dashpot damping

47

V. CONCLUSION

It can be concluded that an improved prediction of the damping

coefficient can be achieved by considering the heat transfer effects

rather than assuming a polytropic constant n for relating pressure

to temperature. Although the usual assumption of an isothermal

process at low frequencies is valid, the assumption of an adiabatic

process for the normally encountered frequencies is not valid. In

fact the error for the adiabatic assumption compared with the analysis .

which includes an estimate of Q is of the order of 70 percent. The

steps for calculating the equivalent linear pneumatic damping

coefficient Cd for orifice or capillary restrictions with and without

mean through-flow are outlined on p. 43.

Future work should include investigation of the equivalent

heat transfer coefficient ch for the frequencies beyond the present

test range of 10 rad/sec to 70 rad/sec. Also as noted on p. 25

the functional behaviour of Ch with the size and geometry of the

restriction and the bellows chamber should be studied further. The

variation of the number, the dimensions and the types of restrictions

simultaneously installed on the same dashpot or bellows might give

maximum damping peaks for a range of frequencies. Also some control

could possibly be employed to vary the restriction geometries or

openings. Other ideas which should be considered are the use of

a fixed or variable plenum chamber, or simply filling the bellows

with a porous and flexible material.

Page 60: Linear analysis of pneumatic dashpot damping

APPENDIX A

SYSTEM DIMENSIONS AND INSTRUMENTATION CALIBRATIONS

A.1 Pneumatic Dashpot Dimensions

Internal mean volume of the bellows

v2 = 243.5 ml

= 14.9 in3

Compression stroke of 0.2" displaces 16.4 ml of water

16.4 ml - 1.0 in 3

Therefore, cross-sectional area,

1 A= 0 . 2 = 5.0 sq. in.

A.2 Displacement Transducer Calibration

Sensitivity: 50/1000

Oscilloscope horizontal trace: 1 volt/em

LVDT calibration curves are shown in Fig. 12.

A.3 Pressure Transducer Coefficients

Sensitivity: 1 picocoulomb/psi

Charge amplifier gain: 50 milivolts/picocoulomb

Oscilloscope vertical trace: 10 milivolts/cm

Therefore,

1 em 10 = 50- 0. 2 pcb

= 1 pc /psi

A.4 Oscilloscope Trace Area Measurement

For the horizontal trace the oscilloscope setting was 0.5

volts/em and with the LVDT gain of 28.5 volts/in., the horizontal

48

Page 61: Linear analysis of pneumatic dashpot damping

Ul ~

4

3.5

3

2.5

c; 2 >

1.5

1

. 5

0 0 .025

Fig. 12

.05

Two orifices with flow and two capillaries with flow

.075 stroke inches

cases with no mean flow

49

.1 . 125

LVDT Calibration curves

Page 62: Linear analysis of pneumatic dashpot damping

50

scale is

V 1 in 0 ·

5 em' 2 s. 5 v 1 in = 57 em

From the pressure transducer calibration of 50 mv/psi and the

vertical oscilloscope gain of 10 mv/cm the vertical scale was

~ psi/em. Thus the oscilloscope trace area in cm2

can be reduced

to equivalent energy units by the conversion factor,

1 in } ( .!_ ~} 57 em 5 em

(S in2) = _!__ lb in 57 2

em

Therefore

1 cm2 = 0.0175 in-lb

In some cases the horizontal trace of the oscilloscope had to be

set for 1 volts/em so that this area conversion factor would be multi-

plied by a factor of two.

A.S Magnitude Ratio and Phase Angle Measurements

The area of the loop is a measure of the amount of energy con-

verted to heat and the arrows in the diagram indicate the direction in

which the loop is developed. In the case illustrated in Fig. 13,

X = X sinwt m

and the resulting pressure is

p P sin(wt+<j>) m

which lags in phase with respect to stroke by the angle ¢.

At point a,

so,

P = 0 = P sin(wt+<j>) m

wt = -<j>

Page 63: Linear analysis of pneumatic dashpot damping

P = P sin(wt + ¢) m

x = X sinwt m

Fig. 13 Formation of elliptical loop and measurements of magnitude ratio and phase angle.

51

f

Page 64: Linear analysis of pneumatic dashpot damping

and

Thus

X a X= sin(- cp) m

X = X sinwt a m

X sin(- cp) m

(cp itself is negative)

The phase angle is therefore obtained from the photographs by

measuring lengths X and X a m

. -1 xa cp = s1n X

m

The magnitude ratio of pressure to stroke is given by measuring P m

and X . m

A.6 Uncertainties in Experiments

In all experiments uncertainties in results can result from

accuracy error and/or precision error. Accuracy error is detected

by a simple calibration procedure while precision error implies a

random fluctuation of the instrument reading about the true value of

the measured quantity

Uncertainty can be supposed as having a distribution of values

around the true reading so that standard statistical principles can

be applied. In the present context there is uncertainty in reading

the values from the photographs, and measuring the orifice diameter

and bellows volume, etc.

A general function,

Z = f(U,Y)

can be expanded as

52

Page 65: Linear analysis of pneumatic dashpot damping

53

Z + z = f(U + u, Y + y) c c c

where the subscript c refers to the true or average reading, u and y

are deviations of U and Y measurements from U and Y , and z is the c c

deviation of the result. If the function is continuous and has

derivatives it can be expanded in a Taylor series, using the first

two terms only.

Since

Z = f(U , Y ) c c c

the expression reduces to

z = ( ~~cl u +

y

L: z 2 ( ~~c) 2

( ~~c) ( ~) L:uy = L:u + 2 oY c y y u

+ ( ~; c l L:y2

u

Term L:uy tends to zero so that the mean deviation squared is defined

as

where

and

oz ) 2 ~ u

c y

2 z =

2 y =

L:z 2

n

2 ~

n

n

oz ) 2 8'1 y c

u

Page 66: Linear analysis of pneumatic dashpot damping

for n number of readings.

2 Dividing by Z and taking the square root gives an estimate of c

the percent deviation.

( .!__ g_)2 z ov

c c

2 u +

Uncertainty in the calculated areas from the photographs is approxi-

mated from length, L, and height, H, in the photos.

A= LH

and variation in A is

a=Lh+~H

The uncertainty in the dissipated energy, [, is due to variations in

area measurement, and stroke and pressure calibration constants.

Expanding the function as mentioned for the general case,

% deviation in E =

From the experimental values, this uncertainty in E is about 2.6

percent. Similarly the deviation in damping coefficient Cd is

obtained by expanding the function

E cd = --2

TIWX

and is approximately 2.72 percent.

54

Page 67: Linear analysis of pneumatic dashpot damping

55

APPENDIX B

DERIVATION OF EQUIVALENT HEAT TRANSFER COEFFICIENT, Ch

For the dead-ended chamber (inlet and outlet plugged) the energy

dissipated per cycle must equal the heat transferred. Thus a heat

transfer coefficient can be derived from these data. In Fig. 3 the

value of Cd is plotted versus frequency. This is related to the

equivalent heat transfer coefficient as expressed in Eqs. (6), (15),

and (20). The values of~ calculated from Eq. (20) are shown in

Fig 14 as a function of w. It was assumed that the equivalent

convection heat transfer coefficient could be related to a Reynolds

number and Prandtl number as has proved valid and useful for many

convection heat transfer processes. To test this assumption a

Reynolds number based on a mean bellows velocity (and hence air

velocity) was defined as

R = ew

Since all tests were essentially at the same mean temperature and

were conducted with air only, the property variations and Prandtl

number dependence could not be tested. From Eq. (6)

Ch = DLh (B-1)

and defining Nusselt number hD/k,

C = K Lk (R ) \jJ h o ew

(B-2)

or

log C = log (K Lk) + \jJ log R -h o ew

The data from Fig. 14 were replotted as the log ~ versus log Rew

Page 68: Linear analysis of pneumatic dashpot damping

c.f'

25~--------------------------------------------------------------------------,

20

15

10

5

... / ,.

o I 0 10

Fig. 14

two orifices with mean flow

20 30 40 so w

/ ,.

single orifice and single capillary restriction

60 70

Equivalent heat transfer coefficient, Ch' as a function of frequency w rad/sec.

80

Vl 0'

Page 69: Linear analysis of pneumatic dashpot damping

57

(Fig. 15). Although the plot indicates a possible upward curve at

the higher frequencies the limitation of the data at w > 70 rad/sec

(due to the system and shaker-table) and the experimental uncertainty

do not allow a definite decision. For the experimental range of

10 < w < 70 rad/sec a straight line function fits the data within the

experimental uncertainty. The slope of this line is ~ = 0.875 which

agrees very closely with published results for turbulent convective

heat transfer correlations. With the straight line function the

magnitude of K in Eq. (B-2) found to be 1. 225 -5 was X 10 .

0 Thus the

final equation without mean flow is

ch = 1. 225 X 10-S Lk (R ) 0. 875 ew

(20)

This result was tested against Townsend's [2] dead-ended bellows data

and agreed within 7 percent of his measured values. His bellows

dimensions were L = 1. 718 in. and v2

= 5.97 in. 3

, as compared with

L = 2.98 in. and v2 = 14.9 in.3

.

For the tests with mean flow through the bellows it was apparent

that the calculation of the heat transfer coefficient must account

for the higher mean velocity (Reynolds number). It was assumed that

the total coefficient could be thought of as composed of frequency

and mean flow components. Thus,

(B- 3)

where

M23

is the steady state flow rate through the outlet restriction.

Page 70: Linear analysis of pneumatic dashpot damping

58

1.4

1.2

1.0

. 8

r.f' 0 rl

bl)

0 ...J

.6

.4

. 2

0 7.5 7.7 7.9 8.1 8.3 8.5

Log lORe

Fig. 15 Log of equi vaient heat transfer coefficient, ch, versus log of Reynolds' Number.

Page 71: Linear analysis of pneumatic dashpot damping

Since the heat transfer is a function of Re to the 0.875 power

it seems immaterial whether or not the flow was generated by the

bellows or a fixed mean pressure difference. Thus it was assumed

~f = 0.875

and further that

Kf -5 2R - 1.225 X 10

so that

59

C = 1.225 x 10-5

Lk [ R0

·875

+ 2R R0

· 875 J ~ ew ef (B-4)

This assumed relation was tested by calculating Ch values for the

mean flow tests with orifices and capillaries. These values, which

are graphed in Fig. 14, were used in calculation of Cd for Figs. 6,

7, 8, and 9. The extremely good prediction (within the experimental

uncertainty) indicate that Eq. (B-4) can be used with confidence

over the test frequency range of 10 < W < 70 rad/sec.

Page 72: Linear analysis of pneumatic dashpot damping

60

APPENDIX C

EXPERIMENTAL RESULTS

C.1 Experimental Data Reduction

The tabulated results for all tests are listed in TABLES III,

IV, V, VI, and VII. As an example of the data reduction technique

the particular case of run No: 2 with single orifice is illustrated.

Run No: 2, TABLE IV, single orifice

Frequency: 12.55 rad/sec

Stroke: 0.07 inches

2 Area of loop - 7.485 em

E = Area x conversion factor

= 7.485 X 0.0175

. 13097 in-lb

cd E .13097 = --2- 12.55 .0049 TT X X

TTWX 0

0.6775 lb-sec = in

C.2 Time Constant Calculations

The time constant for each of the four configuration tested were

calculated. They are

Single Orifice:

T 0

= ------~v=2==~---~ 1.198 V2gRT2 A23

= ~rx: 14.9 v~

-1-.-19_8 __ \1~~2==x==3=86==x==6=3=9=.=6=x==5=3=4===4=.=0=2=x==l=0~4 2 · 98

Page 73: Linear analysis of pneumatic dashpot damping

for

Single Capillary:

p A2 K 2

p = --v:;- =

T = c

X = 0.07 0

T = 0.29 sec. 0

14. 7 X 25 14.9

K T = 7.15 p 0

25.65 lb/in

( 2.)3/2

519

where ~ lS the viscosity at 519°R and 0

0 c1 = 205 R, a constant

C2

= 1.433 X 10-4 in lb sec

For d23

= 0.026 and L23

2.6,

T = 0.437 c

For d23

= 0.026 and L23

= 3.9,

T 0.655 sec c

p A2

K = -2--- 25.65 lb/in

P v2 -

Two Orifices in Series with Mean Flow:

T = 00

61

Page 74: Linear analysis of pneumatic dashpot damping

K 0.5318 0 = R/sec

R 639.6 in/0

R

A23 = 0. 82 X ~ (0.025)2

4.02 154

in 2

= X

T2 534.0 OR

v2o 14.9 in 3 =

For pressure ratios,

Two

K p

Capillaries

T = cc

( Rt2

= v:;--K T =

p 00

with Mean

2 2P20

2 2 +

p10-P20

K12 = 1.3785

K23 = 0.9685 and N23

T = 1.16 sec 00

19.6 X 25 14.9

32.88 lb/in

52.6 lb/in

Flow:

P20v2o 2

) 4

2P20 (10d23) c2 2 2

p20-P30 1

23

~2 = f.lo ( 519 + c 1 ) I 2_)3/2

T2 + c 1 \ 519

0. 8836

~ T 2 2 0 0

~2T2 (P 20-P 30)

where c1

= 205°R and ~0 = 2.58 x 10-9 lb-sec is the viscosity of a1r in

62

Page 75: Linear analysis of pneumatic dashpot damping

123 =

d23 =

R =

Therefore

fl T 0 0

0.9506 fl2T2 =

p 10 22.7 psi a

p20 = 18.7 psi a

p30 = 16.7 psi a

p2_p2 123 2 3 0.8 1 12 = =

p2_p2 1 2

5.2 inch and 112

0.026 inch, d12 =

639.6 in/ 0 R

T = 0.562 sec cc

p A2

K 2

31.4 = --v;- -p

K T = 17.6 p cc

C.3 Tables and Typical Test Run Photographs

63

6.5 inch

0.026 inch

lb/in

Page 76: Linear analysis of pneumatic dashpot damping

No. Frequency cps

1 1.4

2 2

3 3

4 5

5 5

6 5

7 10

8 10

9 10

10 15

11 15

TABLE III EXPERIMENTAL DATA FOR DEAD-ENDED CHAMBER

Stroke p2 sin ¢ Area Energy cd inches - 2 E 1b-secjin X em

in-lb

.07 5.94 .1186 2. 3948 .0419 . 3097

.07 6.56 .1 2.323 .0407 .2105

.07 6.4 .0872 1. 839 .0321 .1109

.07 6.56 .1135 2.365 . 04138 .0856

.1 6.32 .0872 1. 828 . 06398 .06487

.15 6.3 0.941 1. 716 .1501 .0676

.07 6.85 .0958 2.124 .03717 .03845

.1 6.8 .068 1.469 .05141 .026

.15 6.67 .0889 1.599 .1399 .0315

.07 6.85 .1083 2.237 . 03914 .0269

. 1 6.8 .0962 2.119 .07416 .025

Mean pressure P2 psia

14.7

14.7

14.7

14.7

14.7

14.7

14.7

14.7

14.7

14.7

14.7

Q\ .j::.

Page 77: Linear analysis of pneumatic dashpot damping

TABLE IV EXPERIMENTAL DATA FOR SINGLE ORIFICE RESTRICTION

No. Frequency Stroke p2 sin ~ Area Energy cd cd inches 2 E cps -1b-sec/in kT X em

in-1b p 0

1 1.3 .07 5. 71 .525 9.678 .1693 1. 348 .1885

2 2 .07 6.0 .425 7.485 .1309 .6775 . 094 75

3 3.5 .07 6.96 .242 5.49 .0961 . 284 .0397

4 4 .07 6.78 .2482 5.5 .0962 .249 .0348

5 5 .07 6.57 .2185 4.58 .08015 .1657 .02317

6 7.5 .07 7.0 .163 3. 728 .0652 .09 .01258

7 10 .07 7.0 .141 3.214 .0562 .0582 . 008139

8 15 .07 7.0 .136 3.1 .0543 .0375 .00524

9 3.2 .1 2.1 .966 5.56 .1945 . 308 .568

0 6.5 .07 3.57 .79 9.678 .1693 .2695 .594

1 14 .0525 5.34 .609 6.0 .105 .1385 . 35

WT 0

2.366

3.642

6.38

7. 279

9.108

13.659

18.21

27.31

.442

. 751

1.4

d23

,025 I

.025 i

.025

.025

.025

.025

.025

.025

.0995

.0995

.0995

0\ (Jl

Page 78: Linear analysis of pneumatic dashpot damping

TABLE V EXPERIMENTAL DATA FOR A SINGLE CAPILLARY RESTRICTION

No. Frequency Stroke p2 ~ Area Energy cd cd inches 2 E cps - lb-sec/in k"T X em in-lb p c

1 1.06 .0525 4.95 45.5 6.322 .1106 1. 923 .178

2 2.15 .07 5. 714 25.9 8.065 .14128 .6792 .0628

3 4.2 .07 6.43 15.2 5.81 .1016 .2502 .0232

4 1.2 .0525 5.904 28 5.033 .0088 1. 352 .0838

5 3 .1 6.8 13 5.355 .1874 .3166 .0196

6 4 .07 7.06 11.45 6.158 .1077 .279 .0172

7 5.5 .07 7.0 7.9 3.2905 .05758 .1082 .0067

8 7 .07 7.14 8.7 3.513 .0614 .091 .0434

9 10 .07 7.0 7.2 3.226 .0564 .0583 .0036

WT c

2.9

5.9

11.5

4.94

12.34

16.45

22.6

28.8

41.2

£/ d

100

100

100

150

150

150

150

150

150

(J\ Q\

Page 79: Linear analysis of pneumatic dashpot damping

No. Fre-quency cps

1 1.1

2 1.4

3 2

4 2.5

5 3

6 4

7 5

8 7

9 10

TABLE VI EXPERIMENTAL DATA FOR TWO ORIFICES IN SERIES WITH MEAN THROUGH-FLOW

Stroke p2 sin ~ Area Energy cd cd urr p2 d12 inches 2 E 00 -lb-sec k T X em psi a inch in-1b p 00 ln

.045 7.55 .314 3.875 .0581 1.326 .0252 11.05 19.6 .023

.0525 7.61 .334 4.629 .081 1. 067 .0203 16.05 19.6 .023

.06 8.17 .25 6.1 .0915 .6477 .0123 20.1 19.6 .023

.085 8.35 .225 5.39 .1617 .4538 .0086 25.12 19.6 .023

.07 8.96 .2192 6. 395 .1119 . 386 .00734 30.1 19.6 .023

.06 9.0 .1875 4.58 .0687 .2420 .0046 40.16 19.6 .023

.07 9.15 .1565 4.639 .08119 .168 .0032 50.2 19.6 .023

.06 9.15 .1375 3.42 .0513 .1033 .00196 70.4 19.6 .023

.06 9.15 .1125 3.355 .05032 .07086 .00135 100.5 19.6 .023

d23 inch

.025

.025

.025

.025

.025

.025

.025

.025

.025

0\ -.._)

Page 80: Linear analysis of pneumatic dashpot damping

TABLE VII EXPERIMENTAL DATA FOR TWO CAPILLARIES IN SERIES WITH MEAN THROUGH-FLOW

No. Frequency Stroke P2 ¢ Area Energy cd cd W1

inches 2 E cc cps -

X em 1b-sec/in k 1 in-1b p cc

1 1. 22 .045 6.67 18.7 5.242 .0915 1.862 .106 4.31

2 1. 54 .045 7.21 16.1 4.46 .078 1. 26 .0716 5.44

3 1.95 .06 6.98 16 8.941 .1562 1.13 .0641 6.88

4 3.0 .06 7.14 13.6 6.325 .1107 .519 .0295 10.58

5 4.28 .06 7.428 9.25 5.173 .0879 . 289 .0164 15.09

6 7 .085 8.6 7.2 2.13 .1532 .154 .00875 24.65

7 10 .06 8. 71 5.85 4. 211 .0703 .099 .00562 35.3

£2/d23

200

200

200

200

200

200

200

0\ 00

Page 81: Linear analysis of pneumatic dashpot damping

Fig . 16 Photograph of test run No: 2 of TABLE III

Fig. 17 Photograph of test run No: 8 of TABLE III

69

Page 82: Linear analysis of pneumatic dashpot damping

Fig. 18

Fig. 19

Photograph of test run No: of TABLE IV

Photograph of test run No: of TABLE IV

70

2

5

Page 83: Linear analysis of pneumatic dashpot damping

Fig. 20 Photograph of test run No: 9 of TABLE IV

Fig. 21 Photograph of test run No: 10 of TABLE IV

71

Page 84: Linear analysis of pneumatic dashpot damping

Fig. 22 Photograph of test run No: 2 of TABLE V

Fig. 23 Photograph of test run No: 3 of TABLE V

72

Page 85: Linear analysis of pneumatic dashpot damping

Fig. 24 Photograph of test run No: 5 of TABLE V

Fig. 25 Photograph of test run No: 7 of TABLE V

73

Page 86: Linear analysis of pneumatic dashpot damping

Fig. 26 Photograph of test run No: 3 of TABLE VI

Fig. 27 Photograph of test run No: 8 of TABLE VI

74

Page 87: Linear analysis of pneumatic dashpot damping

Fig . 28 Photograph of test run No: 3 of TABLE VII

Fig. 29 Photograph of test run No: 7 of TABLE VII

75

Page 88: Linear analysis of pneumatic dashpot damping

BIBLIOGRAPHY

1. R. L. Peskin and E. Marti zen, "A Study of the Response of a

Small Porous Chamber to Forced Oscillations", A.S.M.E. Trans.

Series D ~' 25-32 (March 1966).

2. R. W. Townsend, "Damping Characteristics of a Pneumatic

Dashpot", M.S. Thesis, Arizona State University, Arizona,

1965.

3. B. W. Anderson, The Analysis and Design of Pneumatic Systems

(John Wiley and Sons, Inc., New York (1967)).

4. Hilbert Schenck, Jr., Theories of Engineering Experimentation

(McGraw-Hi 11 Book Co., Inc., New York (1961)) .

76

Page 89: Linear analysis of pneumatic dashpot damping

VITA

Nathalal Gordhanbhai Patel was born on July 28, 1942 in Tabora,

Tanzania. He received his primary and secondary education in Tabora,

Tanzania. In 1961 he obtained a School Certificate, Cambridge

University, and went to India for college study. He received a

Bachelor of Engineering degree in Mechanical Engineering from the

Maharaja Sayajirao University of Baroda, India in June, 1966. After

graduation he worked for twenty-one months with the Tanzania Electric

Supply Company, Tanzania, as Station Engineer.

He has been enrolled in the Graduate School of the University of

Missouri - Rolla since September, 1968.

77